Side-by-side utility vehicle

ABSTRACT

A utility vehicle ( 2 ) comprises a plurality of ground engaging members ( 6, 8 ) and a frame ( 4 ) supported by the plurality of ground engaging members. The utility vehicle includes a front seating area ( 24 ) and a rear seating area ( 26 ). A rear cargo bed ( 20 ) is reconfigurable from a configuration where it is rearward of the rear seating area to a second configuration where it includes the rear seating area space. The vehicle includes a transmission ( 254 ) having a final drive portion ( 258 ) and a plurality of transmission shafts ( 672, 690, 702 ) housed in a common housing ( 650 ), the final drive portion being forward of an end of the plurality of transmission shafts. The vehicle also includes a front suspension ( 72 ) and a rear suspension ( 74 ).

BACKGROUND OF THE DISCLOSURE

The present application claims priority to Indian Provisional PatentApplication No. 214/DEL/2013, filed Jan. 28, 2013, the subject matter ofwhich is incorporated herein by reference.

The present disclosure generally relates to side-by-side utilityvehicles and, more particularly, to side-by-side utility vehicleconfigured to support at least front-end attachments.

Generally, all terrain vehicles and utility vehicles are used to carryone or two passengers and cargo over a variety of terrains. Typically,the cargo is carried in a rear cargo box of such vehicles.

Exemplary utility vehicles configured to support at least one passengerand cargo are available from Polaris Industries Inc. of Medina, Minn.,and are disclosed in U.S. Pat. No. 7,819,220, issued on Oct. 26, 2010;U.S. Provisional Patent Application No. 61/442,071, filed on Feb. 11,2011; U.S. patent application Ser. No. 13/1370,139, filed on Feb. 9,2012; U.S. patent application Ser. No. 13/464,603, filed on May 4, 2012;U.S. patent application Ser. No. 13/492,589, filed on Jun. 8, 2012; andInternational Patent Application No. PCT/US2011/031376, filed on Apr. 6,2011, the complete disclosures of which are expressly incorporated byreference herein.

SUMMARY OF THE DISCLOSURE

In one embodiment described herein, a utility vehicle comprises aplurality of ground engaging members; a frame supported by the groundengaging members and including a front frame portion and a rear frameportion, the frame defining a longitudinal axis; an engine supported bythe frame, the engine having a crankshaft extending along thelongitudinal axis; and a transmission comprising a final drive portionand a plurality of transmission shafts housed in a common housing, thefinal drive portion being forward of an end of the plurality oftransmission shafts.

A further embodiment of the present disclosure includes a utilityvehicle comprising a plurality of ground engaging members; a framesupported by the ground engaging members and including a front frameportion and a rear frame portion, the frame defining a longitudinalaxis; an engine supported by the frame, the engine having a crankshaftextending along the longitudinal axis; and a transmission comprising ahousing having first and second ends and at least one openingintermediate the first and second ends; a plurality of transmissionshafts positioned in the housing; at least one transmission gearpositioned adjacent and accessible to the opening; and a power take off(PTO) unit for positioning over the opening and for coupling to thehousing, the PTO unit having at least one driven gear in meshingengagement with the at least one transmission gear, and a PTO outputshaft.

Another illustrative embodiment of the present disclosure includes autility vehicle, comprising a plurality of ground engaging members; aframe supported by the ground engaging members and including a frontframe portion and a rear frame portion, the frame defining alongitudinal axis; an engine supported by the frame, the engine having acrankshaft extending along the longitudinal axis; and a transmissioncomprising: a housing having first and second ends and at least oneopening intermediate the first and second ends; a plurality oftransmission shafts positioned in the housing; a differential positionedin the housing at a position forward of a rearward end of the pluralityof transmission shafts, and adjacent the opening; and a differentiallocking unit securable to the housing at the opening over thedifferential, the differential locking unit allowing selective lockingand unlocking of the differential.

An embodiment of a transmission comprises a housing having a first endand a second end, with a longitudinal axis extending between the firstend and second ends; a final drive portion positioned in the housing,and comprising drive members extending outwardly of the housing,intermediate to, and transverse of, the first and second end; and aplurality of transmission shafts housed in the housing, with ends of theplurality of transmission shafts being rearward of the final driveportion.

In another aspect, utility vehicle, comprising a plurality of groundengaging members; a frame supported by the ground engaging members andincluding a front frame portion and a rear frame portion, the framedefining a longitudinal axis, the frame including: a support for a frontseating area and a rear seating area; front seats supported by the frontframe portion having a seat bottom and a seat back, the seat back havingpanel portion; rear seats supported by the rear frame portion having aseat bottom and a seat back, the seat back having panel portion; anengine supported by the frame, the engine being positioned under therear seating area; and a utility box being positioned behind the rearseats, the utility box having a first configuration where a front of theutility box is defined by the rear seat panel portion and an enlargedconfiguration where a front of the utility box is defined by the frontseat panel portion.

In yet another embodiment a utility vehicle, comprising a plurality ofground engaging members; a frame supported by the ground engagingmembers and including a front frame portion and a rear frame portion,the frame defining a longitudinal axis, the frame including a supportfor a front seating area and a rear seating area; front seats supportedby the front frame portion having a seat bottom and a seat back, theseat back having panel portion; rear seats supported by the rear frameportion having a seat bottom and a seat back, the seat back having panelportion; a utility box being positioned behind the rear seating area;the rear seat bottom is positioned on a structural panel, and the rearseat bottom is removable whereby the rear seat bottom structural paneldefines a floor portion of the enlarged cargo floor; and the rear seatback includes a structural panel, and the rear seat back is removablewhereby the rear seat back structural panel defines another floorportion of the enlarged cargo floor.

In another embodiment a utility vehicle comprises a plurality of groundengaging members; a frame supported by the ground engaging members andincluding a front frame portion and a rear frame portion, the framedefining a longitudinal axis; an engine supported by the frame, theengine having a crankshaft extending along the longitudinal axis; and atransmission comprising a housing having first and second ends; aplurality of transmission shafts positioned in the housing; at least onetransmission gear positioned adjacent the second end; a power take off(PTO) shaft extending from the second end, the PTO shaft being inmeshing engagement with the at least one transmission gear; and aremovable cover positioned over the PTO shaft.

In another embodiment, a utility vehicle comprises a plurality of groundengaging members, including front and rear ground engaging members, thefront ground engaging members including front wheels having an axialcenter line; a frame supported by the ground engaging members andincluding a front frame portion and a rear frame portion, the framedefining a longitudinal axis; front struts coupled between the frontwheels and the frame; a front suspension including an alignment armcoupled between the frame and the front wheels; a steering assemblygenerally comprising a steering gear, hub, and steering linkage, whereinsteering gear being positioned forward of the axial center line of frontwheels by a distance, which moves steering, motor away from a quadrant;and operator's controls positioned in the quadrant.

In another embodiment, a utility vehicle comprises a plurality of groundengaging members, including front and rear wheels; a frame supported bythe ground engaging members and including a front frame portion and arear frame portion; a rear suspension including an upper alignment armcoupled between the frame and the rear wheels; and a spindle assemblycoupled between the upper and lower alignment arms, the spindle assemblyincludes a hub, a knuckle, a backing plate, a bearing, and drive member,wherein the bearing has an upper race being fixed relative to backingplate and knuckle, and a lower race fixed relative to hub and drivemember.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front left perspective view of an exemplary utility vehicleof the present disclosure;

FIG. 2 is a front view of the vehicle of FIG. 1;

FIG. 3 is a rear view of the vehicle of FIG. 1;

FIG. 4 is a left side view of the vehicle of FIG. 1;

FIG. 5 is a right side view of the vehicle of FIG. 1;

FIG. 6 is a top view of the vehicle of FIG. 1;

FIG. 7 is a front left perspective view of the exemplary utility vehicleof FIG. 1, with the roof panel and doors removed;

FIG. 8 is a front view of the exemplary utility vehicle of FIG. 1, withthe roof panel and doors removed;

FIG. 9 is a rear view of the exemplary utility vehicle of FIG. 1, withthe roof panel and doors removed;

FIG. 10 is a left side view of the exemplary utility vehicle of FIG. 1,with the roof panel and doors removed;

FIG. 11 is a right side view of the exemplary utility vehicle of FIG. 1,with the roof panel and doors removed;

FIG. 12 is a top view of the exemplary utility vehicle of FIG. 1, withthe roof panel and doors removed;

FIG. 13 is a left front perspective view of the frame assembly for thevehicles of FIGS. 1-12;

FIG. 14 is an underside perspective view of the frame assembly of FIG.13;

FIG. 15 is an enlarged perspective view of the middle attachmentmechanism of the frame assembly of FIG. 13;

FIG. 16A is a perspective view of the attachment insert utilized in themiddle attachment mechanism;

FIG. 16B is a second perspective view of the attachment insert utilizedin the middle attachment mechanism;

FIG. 17 is an enlarged perspective view of the rear attachment mechanismof the frame assembly of FIG. 13;

FIG. 18 is an enlarged perspective view of the front attachmentmechanism of the frame assembly of FIG. 13;

FIG. 19 is a front left perspective view of the vehicle without theouter body;

FIG. 20 is an exploded view of the seat attachments;

FIG. 21 is a front left perspective view of rear seat assembly;

FIG. 22 is a rear left perspective view of rear seat assembly;

FIG. 23A is a front left perspective view of a portion of the attachmentmechanism for the seat back of the rear seat assembly;

FIG. 23B is a front left perspective view of a portion of the attachmentmechanism for the seat back of the rear seat assembly;

FIG. 23C is a rear left perspective view of the seat back of the rearseat assembly;

FIG. 23D is a rear left perspective view of the seat back of the rearseat assembly;

FIG. 23E is a side view of the seat back platform in the down position;

FIG. 23F is an underside view of the seat back platform in the downposition;

FIGS. 23G-23M show progressive views of the conversion, from a front andrear seat and standard utility box, to a front seat only with enlargedutility box;

FIG. 24 is a rear right perspective view showing the powertrain for thepresent embodiment;

FIG. 25 is a top view showing the powertrain for the present embodiment;

FIG. 26 is a front left perspective view showing the powertrain for thepresent embodiment;

FIG. 27 is an underside perspective view showing the transmission forthe powertrain of the present embodiment;

FIG. 28 is an upper perspective view showing the transmission for thepowertrain of the present embodiment;

FIG. 29 is an upper perspective view showing the intake and exhaustsystems of the present embodiment;

FIG. 30 is a left front perspective view of the steering assemblyattached to the frame assembly;

FIG. 31 is a front view of the steering assembly attached to the frameassembly;

FIG. 32 is a enlarged front perspective view of the steering assemblyand front suspension assembly;

FIG. 33 is an upper view of the driver's compartment;

FIG. 33A is a side view of the steering assembly and front suspensionassembly;

FIG. 33B is a right side view of the vehicle of the present embodimentincluding a driver and passengers;

FIG. 34 is a perspective view of the rear suspension assembly;

FIG. 35 is a perspective view of the rear suspension assembly;

FIG. 36 is a left perspective view of the spindle assembly of the rearsuspension assembly;

FIG. 37 is an exploded view of the spindle assembly of FIG. 36;

FIG. 38 is a cross sectional view of the spindle assembly of FIG. 36;

FIG. 39 is a front left perspective view showing the transmission forthe powertrain of the present embodiment;

FIG. 40 is a view similar to that of FIG. 9 showing the covers removed;

FIG. 41 is a top view of the transmission of FIG. 39;

FIG. 42 is a view of the transmission showing the transmission housingremoved;

FIG. 43 is a view similar to that of FIG. 42 from the top;

FIG. 44 is an underside view of the transmission shown in FIG. 42;

FIG. 45 is a perspective view of the transmission shown in FIG. 42;

FIG. 46 is an enlarged perspective view over the differential;

FIG. 47 is a top view of an alternate transmission with an integratedPTO shaft;

FIG. 48 is a left side view of the transmission shown in FIG. 47; and

FIG. 49 shows an end view of the transmission shown in FIG. 47.

DETAILED DESCRIPTION OF THE DRAWINGS

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional. The embodiments disclosed below are not intended to beexhaustive or to limit the invention to the precise forms disclosed inthe following detailed description. Rather, the embodiments are chosenand described so that others skilled in the art may utilize theirteachings. While the present disclosure is primarily directed to autility vehicle, it should be understood that the features disclosedherein may have application to other types of vehicles such asall-terrain vehicles, motorcycles, watercraft, snowmobiles, peoplemovers, and golf carts.

With reference to FIGS. 1-6, a utility vehicle 2 generally includes aframe assembly 4 (FIGS. 4 and 5) supported by a plurality of groundengaging members, for example front wheels 6 and rear wheels 8. Utilityvehicle 2 includes a front end 10 having a hood 12, side body panels 14and roof 16. A rear end 18 of utility vehicle 2 includes a utility cargobox 20.

Vehicle 2 is modular in nature, having the provision of an interior ofthe vehicle enclosed (FIGS. 1-6) or open (FIGS. 7-12). As shown best inFIG. 7, an integrated operator cab 22 is supported on frame assembly 4between front end 10 and rear end 18 and illustratively encloses anoperator area 24. A passenger area 26 is defined rearwardly of theoperator's area as further described herein. A cab frame 28 surroundsoperator cab 22 and may support a front windshield 40. In the case ofthe enclosed version, cab frame 28 supports front doors 42, rear doors44, roof 16, and a rear windshield 46 (FIG. 3), all of which may beremovably coupled from cab frame 28. It should be understood that thebase vehicle as shown in FIGS. 7-12 is identical to that of FIGS. 1-6;the enclosed version of FIGS. 1-6 simply includes the additionalfeatures of the roof 16, doors 42, 44 and rear windshield 46.

Additional possible features of operator cab 22 and cab frame 28 aredisclosed in U.S. Provisional Patent Application No. 61/442,071, filedon Feb. 11, 2011; U.S. patent application Ser. No. 13/1370,139, filed onFeb. 9, 2012; U.S. patent application Ser. No. 13/464,603, filed on May4, 2012; and U.S. patent application Ser. No. 13/492,589, filed on Jun.8, 2012, the complete disclosures of which are expressly incorporated byreference herein.

Operator area 24 comprises a seating assembly 50 in the form of a benchseat, comprising a seat bottom 50 a and a seat back 50 b (FIG. 11), andrear passenger area 26 includes bench seat 52 including a seat bottom 52a and a seat back 52 b. While individual captain's type chairs or bucketseats are also possible for the seating arrangements, bench seats allowa more efficient modular nature to the vehicle as will be describedherein. That is, rear seat 52 is reconfigurable to enlarge the volume ofthe utility cargo box 20 when the rear passenger area is not needed, asfurther described herein.

Frame assembly 4 supports the systems of utility vehicle 2, such aspowertrain system 60 (FIGS. 24-28), an air intake system 62 (FIG. 29),exhaust system 64 (FIG. 29), steering system 70 (FIGS. 30-33), frontsuspension system 72 (FIGS. 30-33), and rear suspension system 74 (FIGS.34-35), all of which are further detailed herein. Frame assembly 4further supports the seats and body components referred to above as wellas the utility cargo box 20, as further detailed herein. With referencenow to FIGS. 13 and 14, frame 4 will be described in further detail.

Frame assembly 4 generally includes a lower frame portion 80 comprisinga frame portion 82 for supporting the front wheels 6, a frame portion 84for supporting the seats 50, 52, and a frame portion 86 for supportingthe cargo box 20 and rear wheels 8. The entire lower frame portionsupports the cab frame 28 as described herein. Frame portion 80 includesa plurality of lower longitudinal frame tubes 90 extending generallylengthwise between frame portion 82 and frame portion 86.Illustratively, lower longitudinal frame tubes 90 each include a frontportion 90 a and a rear portion 90 b, which flares outwardly from frontportion 90 a. An outer frame member 92 is positioned laterally outwardfrom lower longitudinal frame tubes 90. More particularly, a frontportion 92 a of outer frame member 92 is adjacent to, and couples with,frame tube 90, and an outer portion 92 b of outer frame member 92 isspaced apart from rear portion 90 b of lower longitudinal frame tube 90.Cross tubes 94 extend between lower longitudinal frame tube portions 90b. Frame channels 96 integrally couple each longitudinal frame tube 90 bwith the adjacent outer frame member 92 b.

With reference still to FIG. 13, frame portion 82 includes transversesupport structure 100 including transverse frame tubes 102, 104supported by way of upright frame tubes 106, 108. Steering support 110extends from transverse tube 102 and support brackets 112 are supportedby transverse tube 104. Frame portion 82 further includes structure tosupport the steering and front suspension as further described herein.

Frame portion 84 supports front seat frame 120 and rear seat frame 122.As shown, front seat frame 120 includes cross-channel 124, seat hoop126, each of which is supported by frame uprights 128 and 130. Frameportion 84 further includes bracket portion 136 as described in greaterdetail herein. Rear seat frame 122 includes cross channel 140 having aframe hoop 142 supported by frame uprights 146, 148. Transverse channel140 further supports brackets 150 on each end thereof as furtherdescribed herein.

Frame portion 86 includes a utility box support portion 160 comprised oftransverse frame tube 162 and side frame tubes 164. As shown, side frametubes 164 extend from an opposite side of frame channel 140 and arealigned with frame tubes 144 of seat frame 122. Frame tubes 144, 164,are also at a common height defining a planar surface as describedherein. Frame portion 86 further includes rear skid plate 170 supportingfront frame channels 172, extending upwardly to frame channel 140, andrear channels 174 extending upwardly to side tubes 164. Further supportis provided by cross tube 176 and rear upright tubes 178.

With reference still to FIGS. 13 and 14, cab frame 28 includes upperportions 180 having longitudinally extending sections 180 a and frontportions at 180 b. Front portions 180 b are coupled to brackets 112 asfurther described herein. Cab frame 28 further includes uprights 182attached to couplers 184 and uprights 186 attached to couplers 190.Couplers 184 are profiled to couple with uprights 182, cross member 192and upper portion 180. Couplers 190 are profiled to couple withlongitudinally extending sections 180 a, uprights 186, and cross member194. Uprights 182 are coupled to frame, portion 84 at bracket 136 anduprights 186 are coupled to brackets 150 as further described herein. Afront cross member 196 extends between upper portions 180. It should beappreciated that the frame tubes 180, 182, and 186, and cross member 196have a cross sectional profile defining surfaces facilitating theaccommodation of the windshield, roof, and doors, as more fullydescribed in U.S. Pending application Ser. No. 13/492,589; the subjectmatter of which is fully incorporated herein by reference.

With reference now to FIGS. 15, 16A, and 16B, the interconnection ofupright tube 182 of cab frame 28 is shown attached to bracket 136. Asshown, an insert 200 facilitates the coupling of tube 182 to bracket136. As shown in FIGS. 16A and 16B, coupler 200 includes a base portion200 a supporting a contoured insert 200 b, which fits internally offrame tube 182. Transverse bosses 200 c and 200 d provide mountingapertures 200 e and 200 f, respectively. With reference again to FIG.15, bracket 136 includes side plates 136 a providing apertures at 136 band 136 c, which are profiled to cooperate with apertures 200 f and 200e, respectively, on insert 200. It should be appreciated that fasteners(not shown) may be positioned through apertures 136 b, 200 f, and 136 e,200 e, to retain the combination of the frame tube 182 and coupler 200to channel 96. It should be appreciated that frame tube 182 and coupler200 are bonded together by any known means such as by welding,fasteners, or industrial adhesive.

With reference now to FIG. 17, frame tube 186 is shown attached tobracket 150, which in turn is attached to cross channel 140. As shown,an identical coupler 200 is utilized with frame tube 186 and bracket 150includes side plates 150 a having apertures 150 b, 150 c for alignmentwith apertures 200 f, 200 e, of coupler 200.

With reference now to FIG. 18, frame tube portion 180 b is shown coupledto bracket 112. Coupler 200′ is substantially similar to couplers 200,and bracket 112 includes side plates 112 a, including apertures 112 b,and 112 c for cooperating with insert 200′ thereby coupling frame tube180 b with transverse tube 184.

With reference to FIGS. 19-23, the front and rear seats 50, 52 and theiroperation will be described in further detail. With reference first toFIGS. 19 and 20, front seat 50 and rear seat 52 are shown as held bytheir respective frame hoops 126, 142 and supported by their respectiveframe tubes 128, 130 and 146, 148. It should be appreciated thatfasteners or latches may be utilized for such retention.

With reference now to FIGS. 21-23D, seats 50, 52, and theirreconfiguration will be described in greater detail. As shown best inFIG. 21, support brackets 210 are coupled to cab frame upright 182, andsupport brackets 214, 216 are coupled to cab frame upright 186 andextend forwardly. With reference now to FIG. 22, a rear side of frontseat back 50 b defines a rigid support surface 220, which could be amaterial such as aluminum, but in the embodiment shown, is defined as arigid plastic material. It should be appreciated that support surface220 defines a front of the reconfigured cargo box when rear seat 52 isnot used. With reference now to FIGS. 22 and 23C, rear seat back 52 bincludes a structural backing 230 defined by an internal frame 232(shown in phantom in FIG. 23C) and supports a rear support surface 234similar in nature to support surface 220 on front seat 50. As shown inFIG. 23C, frame 232 includes an upper frame tube 232 a, lower frame tube232 b, side frame tubes 232 c, and diagonal frame tubes 232 d. As shownin FIGS. 23C and 23D, support brackets 240 are coupled to frame portion232 c and cooperate with brackets 214, 216 to retain seat back 52 b inposition.

Thus, given the configuration of the front and rear seats 50, 52, theutility vehicle may be configured as shown in FIGS. 1-12, and 23G withfront and rear compartments 24, 26 and a standard sized utility box 20;or, the vehicle can be re-configured to remove the rear compartment 26and enlarge the utility box 20 to occupy the volume once accommodated bythe rear compartment 26. When a utility box 20 is to be reconfigured,the seat bottom 52 a (FIG. 22) is removed from its associated support,and can simply be stored on the back floor, see FIGS. 23H and 23I. Thisleaves a seat platform 246 attached to seat frame hoop 142; where seatplatform 246 becomes a portion of the enlarged utility box floor. Seatback 52 b is thereafter rotated downwardly (see FIG. 23K) whereby backpanel 234 becomes the remaining portion of the enlarged cargo floor andtogether with panel. 220 on front seat back 50 b forms an enlarged cargobed. It should also be appreciated that side panels (see FIG. 23L)extend between support brackets 210 and 214, 216 to elongate the sidepanels of the cargo box 20. These panels may be stored in a volume (notshown) on the rear compartment floor.

With reference now to FIGS. 24-29, power train 60 is comprised of anengine 250, clutch 252, and transmission 254. Engine 250 includes acrankshaft 251 (FIG. 25). As shown best in FIG. 25, power train 60 has alongitudinal arrangement allowing for a narrower profile of the vehicle,as well as, the room to provide independent rear suspension. Moreovertransmission 254 is integrated with a final drive portion 256 havingdrive portions 258 to drive rear wheels. Final drive 256 is in the formof a differential, and the transmission 254 is profiled with an upperplate at 260 to provide an option for a lockable differential.Transmission 254 further includes an upper plate at 262, which isoptionally removable to provide an add-on feature for a power takeoff(PTO). The PTO mode is designed to turn-off the gear train in thetransmission to improve the efficiency while running in the PTO mode andprevents operating of the vehicle while in the PTO mode. Transmission254 includes a rear plate 266 (FIG. 28), which is removable to allow thegear ratios of the transmission to be changed without removing theentire transmission. Transmission 254 will be further described hereinin greater detail. As shown best FIG. 25, engine 250 includes anemergency front pulley 268 for a pull start in the event of a deadbattery.

With reference to FIGS. 25 and 29, intake and exhaust systems are shownwhere the intake system is shown generally at 62 including a filtercanister at 282 and an intake duct at 284. Exhaust system 64 includes amuffler at 292 and a resonator at 294. As shown best in FIG. 29, mufflermounting brackets 302 and 304 are coupled directly to muffler 292 andare attached to transmission 254 allowing the joints to move together asa unit.

With reference again to FIGS. 26-28, engine 250 is shown mounted to skidplate 170 by way of a U-shaped engine mount 320 and by way of isolationmounts 322 positioned between engine mount 320 and skid plate 170. Twomounts 330, are positioned under transmission 254 as shown in FIGS. 26and 27, which support the aft end of the transmission 254.

With reference now to FIGS. 30-33, steering system 70 will be describedin further detail. With reference first to FIGS. 30 and 33, frame 4further includes mounting plate 350 intermediate frame tube portions 90a, and frame 4 further includes upper brackets 352 intermediatetransverse tubes 102, 104. As shown best in FIG. 33, bracket 352includes bracket plates 354, 356 having positioned there betweenmounting plate 360. Thus as shown best in FIG. 30, steering assembly 70generally comprises steering gear 370, hub 372, strut 374, and steeringlinkage 376. As shown best in FIG. 30, steering gear 370 includes a gearbody 380 fixably coupled, to mounting plate 350 and including an inputat 382 and outputs at steering arms 384 as described herein. As shownbest in FIG. 32, strut 374 includes a shock portion 390 and a hubportion 392. As will be apparent from the foregoing, strut 374 has adual function, namely, to operate in the steering assembly as well asthe front suspension assembly.

As shown, hub portion 392 includes a base portion 400 attached to wheelplate 402 by way of a plurality of fasteners 404. Wheel hub 392 furtherincludes a lower mounting boss 410 and an upper mounting boss 412. Baseportion 400 includes an opening at 414 to include an optional driveshaft for a four-wheel drive vehicle (either provided from a forwardlyextending drive shaft from the transmission or from an electric hybriddrive from a forwardly mounted electric motor). Hub 392 further includesa steering link at 420 extending inwardly from base portion 400 andextending toward the front of the vehicle. Steering link 420 includes afastener at 422 profiled to couple with a bearing end 424 of steeringarm 384. As shown best in FIG. 33, strut 374 also includes a shaftportion 430 about which hub portion 392 rotates as further describedherein. A strut suspension is described in our patent application PCTPublication PCT/US12/23455, the subject matter of which is incorporatedherein by reference.

With reference again to FIGS. 30-33, front suspension 72 will bedescribed in greater detail. As shown first in FIG. 30, frame 4 includesbrackets 450 for mounting an alignment arm (or A-arm) 452. Alignment,arm 452 includes inner couplings at 454, which pivotally mount tobrackets 454 by way of a fastener. As shown in FIG. 32, alignment arm452 includes an outer end having coupler 460, which couples to boss 410by way of fastener 462.

Thus, with reference to FIGS. 30-33, the steering and suspension systemswill be described. With reference first to FIG. 31, steering system 70further includes steering wheel 470 to affect the operation of steeringshaft 376 by way of universal joint 472. Thus rotational input to thesteering wheel 470 causes a rotation of steering shaft 376 and operationof steering gear 370. This operates the steering arms 384 in a push-pulloperation, which in turn are coupled to steering links 420 (FIG. 32)causing hubs 392 to rotate about coupler 460 and about the shaft 430(FIG. 33) of strut 374. This affects the turning of the front wheels 6.In addition, independent front suspension is provided by way ofalignment arms 450 coupled to frame 4 at an inner end and to hub 392 atan outer end. Thus alignment arm 452 is pivotally movable upwardly anddownwardly together under the influence of the shock portion 390 ofstrut 374.

With reference to FIGS. 31 and 33A, the use of struts 374, as opposed toan upper alignment arm (as in the case of dual A-arm suspensions), thelocation of the strut attachment provides more lateral space for theoperator's feet. For example in FIG. 31, the lateral attachment pointfor strut 374 is positioned a distance 500 laterally outward of theinner attachment point of alignment arm 452. Had an upper A-arm beenemployed, that much lateral room would have been sacrificed. Withreference to FIG. 33A, steering gear 370 is positioned forward of anaxial center line 502 of front wheels 8 by a distance of 504, whichmoves steering motor away from a quadrant 508 required for theoperator's controls. In fact, and with reference to FIGS. 33A and 33B,operator controls 520 are shown including an accelerator pedal 522,brake pedal 524, and clutch pedal 526. This is made possible by the useof struts 374, as well as having the steering gear 370 forward of thecenter line 502 (FIG. 33A) of wheel 8.

With reference now to FIGS. 34-38, rear suspension will be described ingreater detail. With reference first to FIGS. 34 and 35, rear suspension74 includes upper and lower alignment arms 552 and 554, respectively,pivotally coupled within channel brackets 172, 174 (FIG. 35). Eachalignment arm inner end includes a coupling 556, which is receivedwithin channel brackets 172, 174, and channel brackets includesapertures such as 558 aligned with the couplings 556. Fasteners (notshown) may thereafter be positioned through the apertures 558 andcouplings 556. Alignment arms 552 and 554 include at an outer end,couplings 562 and 564 coupled to spindle assembly 568.

In one aspect of the present disclosure, the front couplings 454, andrear couplings 556, include a plastic bearing portion over molded on arigid (such as metal) circular coupling.

With reference now to FIGS. 36-38, spindle assembly 568 will bedescribed in greater detail. Spindle assembly 568 includes hub 570,knuckle 572, backing plate 574, bearing 576, and drive member 578. Asshown, hub 570 includes a plurality of fasteners at 580 for attachmentto wheel 8. Hub 570 includes an arbor portion 582, which is internallysplined at 584. As shown best in FIG. 37 bearing 576 has an opening at590, and as best shown in FIG. 38, arbor portion 582 extends intoopening 590, where a length of the arbor portion 582 as measured fromshoulder 592 is less than a width of bearing 590. As shown in FIG. 38,bearing 576 includes an outer race at 596 and an inner race at 598.

Drive member 578 (FIG. 37) includes a shaft portion at 600 which issplined to cooperate with the splines in opening 584 of hub 570. Drivemember 578 further includes a threaded portion at 602, which whencoupled together with hub member 570 trap inner race 598 betweenshoulder 592 of hub 570 and between shoulder 610 of drive member 578.

It should also be appreciated that knuckle 572 includes a front face at614, (FIG. 37) which receives face 616 of backing plate 574. Backingplate 574 includes a lip at 618, which presses against outer race 586 ofbearing 576 when backing plate 574 is coupled to face 614 (FIG. 38).Thus the upper race of bearing 576 is fixed relative to backing plate574 and knuckle 572; and lower race 598 is fixed relative to hub 570 anddrive member 578. Roller bearings 620 trapped between the inner andouter races 596, 598 allow the rotation of 596, 598.

This construction allows the hub to support the load of the wheel by wayof the hub being inserted into the bearing 576 and drive member 578being splined relative to the hub. As shown, backing plate also has analignment feature based upon the number of, and alignment of, apertures630, 632. It should be appreciated then that end bracket 562 of upperalignment arm 552 (FIG. 34) includes an aperture at 562 a, which alignswith aperture 642 of knuckle 572 (FIG. 37); and that end bracket 564includes an aperture 564 a (FIG. 34); which aligns with aperture 644 ofknuckle 572 (FIG. 37).

With reference now to FIGS. 39-47, transmission 254 will be described ingreater detail. As shown, transmission 254 includes a housing 650 havinga first and front end 652, to which clutch 252 is coupled by way offasteners 654. Housing 650 includes a second and rear end 656 to whichrear cover 266 is coupled by way of fasteners 658. With reference toFIG. 40, covers 260 and 262 are shown removed from housing 650 by theway of removal of fasteners 660 and 662. The removal of cover 260 yieldsaccess to opening 270 overlying final drive portion 256. Removal ofcover 262 yields access to opening 272 and a portion of the transmissiongearing as described herein.

With reference to FIGS. 42-47, the internal construction of transmission254 will be described in greater detail. As shown in FIG. 42, housing650 has been removed, which exposes the internal construction of thetransmission shafts. It should be appreciated from FIGS. 42 and 43 thatall of the transmission shafts are parallel to a longitudinal directionof the transmission 254. As shown, transmission output shaft 670 extendsrearwardly from clutch 252 and is joined to transmission input shaft 672by way of coupler assembly 674. Input shaft 672 is fixed longitudinallyand is held encapsulated in place by a front bearing 676 and a rearbearing encapsulated in rear cover 266. With reference to FIG. 43, inputshaft 672 includes drive gear 680 and a pinion 682 positioned at the endof shaft 672. The transmission also includes idler shaft 690 havingdriven gear 692 in meshing engagement with gear 680 and gears 694, 696,and 698. Gear 692 is in meshing engagement with gear 700 on driven shaft702. Gear 694 is in meshing engagement with gear 704, gear 696 is inmeshing engagement with 706, and gear 698 is in meshing engagement withgear 708. A bevel gear 710 is directly connected to shaft 702 and is inengagement with bevel ring gear 712. At the opposite end of shaft 702 isa reverse gear 714, which cooperates with pinion gear 682 and isdescribed herein.

It should be appreciated that gears 700, 704, 706, 708, and 714 freelyspin on its associated shaft 702 and only become in engagement withshaft 702 when engaged by a dog clutch. As shown, dog clutch 720operates first and second speeds where first speed is accommodated bygears 698, 708; second gear is accommodated by gears 696, 706. It shouldbe appreciated that dog clutch 720 moves to the left as viewed in FIG.43 to affect first gear, and moves to the right to accommodate secondgear. Dog clutch 722 is used to accommodate third and fourth gears,where dog clutch 722 is moved to the left to engage gears 694, 704 andto the right to accommodate gears 692, 700. Dog clutch 724 is movable tothe right to engage pinion gear 682 and reverse gear 714 for the reversegear.

Thus, with reference again to FIG. 41, when cover 262 (FIG. 28) isremoved, direct access to gear 680 is provided through opening 272.Therefore, an accessory power takeoff unit (PTO) may be attached overopening 272 onto flange 750 and held in place by fasteners 662 (FIG.40). Thus, with the transmission in the neutral position (which is FIG.43 position) an output PTO shaft could be driven off of gear 680 andextend rearwardly in the opposite direction of the engine towards therear of the vehicle.

With reference again to FIG. 41, when cover 260 (FIG. 28) is removed,direct access to differential 256 is provided through opening 270. Thus,an accessory differential lock may be positioned opening 270 over flange760 and held in place by fasteners 660 (FIG. 40). The differential lockcould selectively lock differential 256 providing the effect of a solidaxle.

As shown best in FIGS. 45 and 46, differential 256 includes adifferential cage 770 having an outer flange at 772 with apertures 774located therethrough. Differential further comprises differential gears780 having apertures 782. Differential gears 780 are coupled together bydifferential gears 784. Thus, the differential lock would comprise alocking pin, spring loaded for example, which could when engaged, rideagainst flange 772, and lock together apertures 774 and 782.

With reference now to FIG. 45, when rear cover 266 is removed fromhousing 650, drive shaft 672, idler shaft 690, and driven shaft 702 areaccessed. Do to the rearward location of the input drive gears, theoverall gear ratio of the transmission can be changed without removingthe transmission completely from the vehicle. Rather, and with referencefirst to FIG. 45, the transmission overall gear ratio can be changed bychanging gears 680 and 692. This is accommodated by pulling gear 714 offof shaft 702, removing shaft 672 and replacing gear 680, and removingidler shaft 690 and replacing gear 692. The transmission is reassembledin the opposite sense and the cover is replaced.

With reference now to FIGS. 47-49, an alternate transmission is shown.The transmission is shown generally at 790, and in this embodiment, adedicated PTO shaft 792 protrudes from the cover 266 for connection toan auxiliary component. The shaft 792 is coupled to the transmissiondrive as described above, but is always coupled. A cover 794 ispositioned over the shaft 792 to cover the rotating shaft, but is easilyremovable and replaceable.

Other aspects of the vehicle include the engine cooling system. As shownin FIG. 14, the frame 4 includes openings 800 therethrough, and thevehicle includes a fan (not shown) in front of the engine for coolingpurposes.

The fuel system includes a gas tank 820, see FIGS. 25 and 26, supportedby pedestal 822, and a fuel pump (not shown) to deliver fuel to engine250.

The components of the vehicle such as the frame 4 is typicallyconstructed of a structural material, such as a steel or aluminum,whereas the body components, such as the hood 12, side panels 14, roof16, utility box 20 and doors 42 and 44 are constructed of a plasticmaterial similar in nature to the same components on the Polaris RangerRZR and Ranger products.

Several designs of the vehicle also provide for enhanced ergonomics andefficiency. Items include mounting for spare tire 830 (FIG. 19) beingprovided internally of the hood 12. As mentioned before, gear shifter530 is located on the dashboard, as opposed to the floor, allowing moreefficient use of the front seat. Also, as mentioned before, the steeringis located well into the front of the vehicle; in fact the steering islocated within the first 20% of the vehicle as measured from the outerbody to the steering wheel. Also, as the engine is under the rear seat,the space under the front seat could be utilized for storage. Also, asthe outer body components of the vehicle are mainly molded plasticparts, the vehicle can utilize an expansion retainer, similar to thatshown and described in U.S. Pat. No. 7,975,640; the subject matter ofwhich is incorporated herein by reference. Also the dashboard 838(FIG. 1) could include a snap out panel 840 and include a music dockingstation for an MP3 player, with integrated speakers in another portionof the dash 838.

The vehicle also provides the provision for seat belts, see rear belts850 in FIG. 21. In one embodiment, the seat belt brackets 852 (FIG. 22)are mounted to channel 140. It is also possible to mount the brackets852 to seat bottom 52 a which will fold out of the way as describedabove. Alternatively, the brackets 852 could be mounted to a lower edgeof frame 230. Still alternatively, the brackets 852 could be mounted tothe frame 4, with the seat belts coming up through the space between theseat bottoms and seat backs.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractices in the art to which this invention pertains.

What is claimed is:
 1. A utility vehicle, comprising: a plurality ofground engaging members, including front ground engaging members andrear ground engaging members; a frame supported by the ground engagingmembers and including a front frame portion and a rear frame portion,the frame defining a longitudinal axis; an engine supported by theframe, the engine having a crankshaft extending along the longitudinalaxis; a transmission supported by the rear frame portion and comprisinga final drive portion and a plurality of transmission shafts housed in acommon housing, the final drive portion including drive portions todrive the rear ground engaging members, the drive portions being forwardof an end of the plurality of transmission shafts; and a clutch coupledto one of the transmission shafts, and the clutch being forward of oneof the final drive portion and plurality of transmission shafts, whereinthe plurality of transmission shafts, comprises: an input shaftextending rearwardly of the final drive portion; an input pinion gearpositioned adjacent a rearward end of the input shaft; a primary shaftextending from a position adjacent the rearward end of the input shaft,and extending to the final drive portion; a first driven gear positionedadjacent a rearward end of the primary shaft and in meshing engagementwith the input pinion gear; and a second driven gear coupling betweenthe primary shaft and the final drive portion.
 2. The utility vehicle ofclaim 1, wherein the plurality of transmission shafts all extend alongthe longitudinal axis.
 3. The utility vehicle of claim 1, wherein theclutch is positioned intermediate the engine and the transmission. 4.The utility vehicle of claim 1, further comprising a counter shaftpositioned parallel to the input shaft and primary shaft.
 5. The utilityvehicle of claim 1, further comprising a rear cover positioned over anend of the housing, the cover being removable to expose the input piniongear and the first driven gear.
 6. The utility vehicle of claim 5,wherein the input pinion gear and the first driven gear are removablewhen the cover is removed.
 7. The utility vehicle of claim 1, furthercomprising a plurality of seats wherein the engine and the transmissionare rearward of the seats.